CN112770930A - Diagnostic device - Google Patents

Diagnostic device Download PDF

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Publication number
CN112770930A
CN112770930A CN202080005347.9A CN202080005347A CN112770930A CN 112770930 A CN112770930 A CN 112770930A CN 202080005347 A CN202080005347 A CN 202080005347A CN 112770930 A CN112770930 A CN 112770930A
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CN
China
Prior art keywords
state
signal
width
period
battery
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Granted
Application number
CN202080005347.9A
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Chinese (zh)
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CN112770930B (en
Inventor
田大坤
崔壮赫
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LG Energy Solution Ltd
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LG Chem Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0007—Measures or means for preventing or attenuating collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R29/00—Arrangements for measuring or indicating electric quantities not covered by groups G01R19/00 - G01R27/00
    • G01R29/02—Measuring characteristics of individual pulses, e.g. deviation from pulse flatness, rise time or duration
    • G01R29/023—Measuring pulse width
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R29/00—Arrangements for measuring or indicating electric quantities not covered by groups G01R19/00 - G01R27/00
    • G01R29/02—Measuring characteristics of individual pulses, e.g. deviation from pulse flatness, rise time or duration
    • G01R29/027—Indicating that a pulse characteristic is either above or below a predetermined value or within or beyond a predetermined range of values
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L43/00—Arrangements for monitoring or testing data switching networks
    • H04L43/08—Monitoring or testing based on specific metrics, e.g. QoS, energy consumption or environmental parameters
    • H04L43/0823—Errors, e.g. transmission errors
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/371—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC] with remote indication, e.g. on external chargers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Environmental & Geological Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Tests Of Electric Status Of Batteries (AREA)
  • Secondary Cells (AREA)
  • Testing Electric Properties And Detecting Electric Faults (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a diagnostic device comprising: a vehicle including a battery; and a BMS connected to the vehicle, wherein the vehicle is configured to generate a signal having a predetermined period and a predetermined width, and the BMS is configured to diagnose a communication state between the vehicle and the BMS and a state of the battery based on the signal, and the BMS is configured to determine the communication state as a normal state when the period of the signal is the same as the reference period and the width of the signal is the same as the reference width.

Description

Diagnostic device
Technical Field
Cross Reference to Related Applications
This application claims priority and benefit from korean patent application No.10-2019-0004837, filed on 14.1.2019 with the korean intellectual property office, the entire contents of which are incorporated herein by reference.
The present invention relates to a diagnostic apparatus, and more particularly, to a diagnostic apparatus that diagnoses a communication state between a BMS and a vehicle and a battery state of a system by using a UART signal.
Background
A universal asynchronous receiver/transmitter (UART) is a computer or peripheral that is a separate integrated circuit that communicates by serializing parallel data. Since it performs asynchronous communication, a synchronous signal is not transmitted. Accordingly, a synchronization signal is detected at the receiving side to temporarily process the start and end of data. The digital circuit classifies a part of a bit from received data at a predetermined speed by using its own clock signal, and determines a logic state of the bit to perform data communication.
In general, a vehicle diagnosis module is a device for self-diagnosing and recording various abnormal conditions occurring when a vehicle is driven, and self-diagnosis information recorded in the vehicle diagnosis module is analyzed for an abnormality of the vehicle by an external analysis device.
The vehicle diagnostic information is transmitted and received through the UART. A UART is a kind of computer hardware that can convert parallel data into serial data and transmit the data. UARTs are commonly used with communication standards such as EIA RS-232, RS-422, and RS-485. The "U" in UARTs represents a general purpose meaning that the data type or baud rate can be directly configured and the actual electrical signal levels and methods (e.g., differential signals) are typically managed by specific driver circuits external to the UART.
Conventionally, in order to diagnose the state of a battery mounted in a vehicle by using vehicle diagnosis information, an additional circuit and an additional MCU must be applied, and thus the cost increases.
Disclosure of Invention
Technical problem
The present invention has been made in an effort to provide a diagnostic apparatus that can diagnose a communication state between a BMS and a vehicle and a battery state of the vehicle by using a UART signal.
In addition, the present invention has been made in an effort to provide a diagnostic apparatus that can reduce costs since an additional circuit for diagnosis does not need to be configured.
The technical objects of the present invention are not limited to the above objects, and other objects not mentioned will be clearly understood by those of ordinary skill in the art from the following description.
Technical scheme
One embodiment provides a diagnostic apparatus comprising: a vehicle, the vehicle comprising: a battery; and a BMS connected to the vehicle, wherein the vehicle is configured to generate a signal having a predetermined period and a predetermined width, and the BMS is configured to diagnose a communication state between the vehicle and the BMS and a state of the battery based on the signal, and determine the communication state and the state of the battery as a normal state when the period of the signal is the same as a reference period and the width of the signal is the same as a reference width.
The BMS is configured to diagnose the communication state as a first state when the width of the signal is the same as the reference width and the period of the signal is different from the reference period, and the first state is a state in which communication between the vehicle and the BMS is disconnected.
The BMS is configured to diagnose the communication state as a first state when the width of the signal is the same as the reference width and the period of the signal is longer than the reference period.
The BMS is configured to diagnose the communication state as a first state when the width of the signal is the same as the reference width and the period of the signal is shorter than the reference period.
The BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is the same as the reference period, and the second state is a state in which the battery is in a battery short-circuit state.
The BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is longer than the reference period, and the second state is a state in which the battery is in a short-circuit to ground state.
The BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is shorter than the reference period, and the second state is a state in which the battery is in a battery short-circuit state.
The BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is the same as the reference period, and the third state is a state in which the battery is in a short-circuit to ground state.
The BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is longer than the reference period, and the third state is a state in which the battery is in a short-circuit to ground state.
The BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is shorter than the reference period, and the third state is a state in which the battery is in a short-circuit to ground state.
Advantageous effects
According to the vehicle diagnosis apparatus of the present invention, it is possible to effectively diagnose the communication state between the BMS and the vehicle and the battery state of the vehicle by using only the UART signal.
In addition, since an additional circuit for diagnosis is not required to be configured, cost can be effectively reduced.
Drawings
Fig. 1 shows a block diagram of a diagnostic device according to an embodiment.
FIG. 2 illustrates signals that may be diagnosed as being in a normal state, according to one embodiment.
Fig. 3a and 3b show signals that can be diagnosed in a first state according to an embodiment.
Fig. 4a to 4c show signals that can be diagnosed in a second state according to an embodiment.
Fig. 5a to 5c show signals that can be diagnosed in a third state according to an embodiment.
Detailed Description
Hereinafter, embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings. In this specification, the same or similar constituent elements will be denoted by the same or similar reference numerals, and a repetitive description thereof will be omitted. The terms "module" and "unit" or "component" representing constituent elements used in the following description are merely for easier understanding of the specification. Thus, these terms do not have the meaning or effect of distinguishing themselves from one another. In addition, in describing exemplary embodiments of the present specification, a detailed description of known technologies associated with the present invention will be omitted when it is determined that the detailed description may make the gist of the present invention unclear. Further, the drawings are provided only to facilitate understanding of the embodiments disclosed in the specification, and should not be construed as limiting the spirit disclosed in the specification, and it is to be understood that the present invention includes all modifications, equivalents and alternatives without departing from the scope and spirit of the present invention.
Terms including ordinal numbers such as first, second, etc., will be used only to describe various constituent elements, and should not be construed as limiting the constituent elements. These terms are only used to distinguish one constituent element from other constituent elements.
It should be understood that, when one constituent element is referred to as being "connected" or "coupled" to another constituent element, it may be directly connected or coupled to the other constituent element, or may be connected or coupled to the other constituent element through the other constituent element interposed therebetween. On the other hand, it will be understood that, when one constituent element is referred to as being "directly connected or coupled" to another constituent element, it may be connected or coupled to the other constituent element without another constituent element intervening therebetween.
The singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It will be further understood that the terms "comprises" and "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, components, or groups thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or groups thereof.
Hereinafter, a diagnostic apparatus according to an embodiment will be described with reference to fig. 1. Fig. 1 shows a block diagram of a diagnostic device according to an embodiment.
Referring to fig. 1, the diagnostic device 1 includes a vehicle 10 and a BMS 20.
The vehicle 10 may be a system including a battery (e.g., an electric vehicle), and the battery may be a secondary battery, but the embodiment is not limited thereto.
The vehicle 10 includes an output terminal (out), and outputs an asynchronous one-way UART communication signal (hereinafter referred to as a signal) from the output terminal. The width and/or period of the signal may be changed when the vehicle 10 collides, compared to the width and/or period of the signal in a state where the vehicle 10 does not collide (hereinafter, referred to as a normal state).
The BMS 20 is connected to the vehicle 10 by wire/wireless, and can diagnose the communication state between the vehicle 10 and the BMS 20 and the state of a battery (not shown, hereinafter referred to as a battery) included in the vehicle 10 by using a signal occurring when the vehicle 10 collides.
That is, the BMS 20 may diagnose whether the communication state between the vehicle 10 and the BMS 20 is normal or a communication open (LOC) state (hereinafter, referred to as a first state) and whether it is high (hereinafter, referred to as a second state) or closed (hereinafter, referred to as a third state) by using a change width and/or a change period of a signal compared to a normal signal.
The BMS 20 may include an MCU 21, a plurality of pull-up parts 22a, 22b, and 22c, a comparator 24, and a filter 23.
The MCU 21 includes an input terminal (in), and may diagnose the communication state and the battery state between the vehicle 10 and the BMS 20 by using a signal input to the input terminal (in). The specific operation of the MCU 21 to perform diagnosis will be described later.
The pull-up section 22a includes a pull-up resistor r1, and serves to hold the output voltage of the comparator 24 at the reference voltage Vref.
The pull-up section 22b includes a pull-up resistor r2 and a resistor r3, and serves to maintain the input voltage of the negative pole (-) of the comparator as the reference voltage Vref.
The pull-up section 22c includes a pull-up resistor r4, and serves to hold the input voltage of the positive electrode (+) of the comparator as the reference voltage Vref.
The filter 23 includes a resistor r5 and a capacitor (c), and removes noise from the signal of the vehicle 10. The filter 23 of fig. 1 is an example, and the filter 23 of the embodiment is not limited thereto.
The comparator 24 includes a negative pole (-) to which the reference voltage is input and a positive pole (+) to which the signal is input, and operates by the driving voltage Vcc.
Hereinafter, a configuration in which the MCU 21 diagnoses the communication state between the vehicle 10 and the BMS 20 and the state of the battery by using the signals will be described in detail with reference to fig. 2 to 5.
FIG. 2 illustrates signals that may be diagnosed as being in a normal state, according to one embodiment.
Fig. 3a and 3b show signals that can be diagnosed in a first state according to an embodiment.
Fig. 4a to 4c show signals that can be diagnosed in a second state according to an embodiment.
Fig. 5a to 5c show signals that can be diagnosed in a third state according to an embodiment.
Referring to fig. 2, the signal includes a plurality of signals s1, s2, and s3, and each signal has a reference period (p) and a reference width (w).
Referring to fig. 2, all of the plurality of signals s1, s2, and s3 have a predetermined reference period (p) (e.g., 300ms to 700ms) and a predetermined reference width (w) (e.g., 100 ms).
When the period of the signal s3 is the reference period (p) and the width of the signal s3 is the reference width (w), the MCU 21 can diagnose that the communication state and the battery state between the vehicle 10 and the BMS 20 are normal.
Referring to fig. 3a, the width of the signal s3 is a reference width (w), and the period of the signal s3 is a period p1 longer than the reference period (p), referring to fig. 3b, the width of the signal s3 is a reference width (w), and the period of the signal s3 is a period p2 shorter than the reference period (p).
The MCU 21 may diagnose, as the first state, a case where the signal s3 has a reference width (w) and a period p1 (e.g., greater than 700ms) longer than the reference period (p) and/or a reference width (w) and a period p2 (e.g., less than 300ms) shorter than the reference period (p).
The first state may represent a state in which communication between the vehicle 10 and the BMS 20 is disconnected or an abnormal communication state, or a state in which a communication line between the vehicle 10 and the BMS 20 is abnormal, but is not limited thereto.
Referring to fig. 4a, the signal s3 has a reference period (p) and a width w1 (e.g., greater than 150ms) that is wider than the reference width (w), and referring to fig. 4b, the signal s3 has a period p1 (e.g., greater than 700ms) that is longer than the reference period (p) and a width w1 that is wider than the reference width (w). In addition, referring to fig. 4c, the signal s3 has a period p2 (e.g., less than 300ms) shorter than the reference period p and a width w1 wider than the reference width w.
The MCU 21 can diagnose as the second state a case where the signal s3 has a width w1 and/or the signal s3 has a width w1 and a period p1 or p 2. That is, the MCU 21 may diagnose the battery as the second state when the width of the signal s3 is the width w1, or the MCU 21 may diagnose the battery as the second state when the width of the signal s3 is the width w1 and the period of the signal s3 is the period p1 or p 2.
The second state refers to a state in which the signal is abnormally high (e.g., 5V or higher), and the MCU 21 can diagnose a battery short-circuit state based on the signal s 3.
Referring to fig. 5a, the signal s3 has a reference period p and a width w2 (e.g., less than 50ms) that is shorter than the reference width (w). Referring to fig. 5b, the signal s3 has a period p1 longer than the reference period (p) and a width w2 narrower than the reference width (w). In addition, referring to fig. 5c, the signal s3 has a period p2 shorter than the reference period (p) and a width w2 narrower than the reference width (w).
The MCU 21 can diagnose a case where the signal s3 has the width w2 and/or the signal s3 has the width w2 and the period p1 or p2 as the third state. That is, the MCU 21 may diagnose the battery as the third state when the width of the signal s3 is the width w2, or the MCU 21 may diagnose the battery as the third state when the width of the signal s3 is the width w2 and the period of the signal s3 is the period p1 or p 2.
The third state refers to a state in which the signal is abnormally low (e.g., 0.3V or less), and the MCU 21 can diagnose a short-circuit to ground state of the battery based on the signal S3.
In the above, the vehicle 10 and the BMS 20 are described as separate components for convenience of description, but the BMS 20 may be included in the vehicle 10 and is not limited thereto. In addition, the above-described normal state and the first to third states are not independent states, but at least one or more of the normal state and the first to third states may be present sequentially or separately instead.
While the invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. Accordingly, the foregoing detailed description is not to be construed as limiting, but rather as illustrative. The scope of the invention is to be determined by reasonable interpretation of the appended claims and all changes which come within the equivalent scope of the invention are intended to fall within the scope of the invention.

Claims (10)

1. A diagnostic device, comprising:
a vehicle comprising a battery; and
a BMS connected to the vehicle,
wherein the vehicle is configured to generate a signal having a predetermined period and a predetermined width, and
the BMS is configured to diagnose a communication state between the vehicle and the BMS and a state of the battery based on the signals, and determine the communication state and the state of the battery as a normal state when a period of the signals is the same as a reference period and a width of the signals is the same as a reference width.
2. The diagnostic device of claim 1,
the BMS is configured to diagnose the communication state as a first state when the width of the signal is the same as the reference width and the period of the signal is different from the reference period, and
the first state is a state in which communication between the vehicle and the BMS is disconnected.
3. The diagnostic device of claim 2,
the BMS is configured to diagnose the communication state as the first state when the width of the signal is the same as the reference width and the period of the signal is longer than the reference period.
4. The diagnostic device of claim 2,
the BMS is configured to diagnose the communication state as the first state when the width of the signal is the same as the reference width and the period of the signal is shorter than the reference period.
5. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is the same as the reference period, and
the second state is a state in which the battery is in a battery short-circuit state.
6. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is longer than the reference period, and
the second state is a state in which the battery is in a short-circuit to ground state.
7. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a second state when the width of the signal is wider than the reference width and the period of the signal is shorter than the reference period, and
the second state is a state in which the battery is in a battery short-circuit state.
8. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is the same as the reference period, and
the third state is a state in which the battery is in a short-circuit to ground state.
9. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is longer than the reference period, and
the third state is a state in which the battery is in a short-circuit to ground state.
10. The diagnostic device of claim 1,
the BMS is configured to diagnose the battery as a third state when the width of the signal is narrower than the reference width and the period of the signal is shorter than the reference period, and
the third state is a state in which the battery is in a short-circuit to ground state.
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